Car-wall structure



@ w, w24, Lglg@ c. D, BQNSALL GAR WALL STRUCTURE Filed oct. e. 1919 5sheets-shed 1 c. D. BQNSALL.,

CAR WALL STRUCTURE med oct; e, 1919 5 Sheets-Sheet 2 Ue@ 15, E924.

C. D. ONSALL.

CAR WALL STRUCTURE Filed Oct. 6. 1919 3 Sheets-Sheet 5 Patented Dec. 16,1924.

UNITED STATES tuant PATENT OFFICE.

HARLES D. BONSALL,v OF PA'RNASSUS, PENNSYLVANIA, ASSIGNOR. T0 WALTER P.

i MURPHY, OF NEW YORK, N. Y.

oAnfwALr. STRUCTURE.

- Application mea october e, 1919. serial No. 328,853.

My invention relates to the construction of railway cars, particularlybox cars, and the principal object of the invention 1s to provide areinforced sheet metal` wall struc` ture for a railway car, particularlyfor the end of the car, which will be made up of a relatively largenumber of corrugated,

y ribbed or embossed sections which are relatively narrow and have aconfiguration t which'makes it possible to press the sections onsmaller,lighter presses 'than are commonly used for pressing the type ofcorrugated steel end plates commonly used at the present time.

, A further object is to provide an end structure for a railway carwhich will be very strong and light and at the same time inexpensive tomanufacture.

A further object of the invention is to provide a ribbed or corrugatedcar :Wall comprising a plurality of sections, overlapped at theirmeeting edges, in which the corrugations are so disposed that theaggregate areas of metal on .opposite sides of a.v

plane midway between the crests of the corrugations and hollows betweenthe same are. substantially equal so as to glve the struc-4 ture maximumstrength in proportion to the weight of metal employed.

The invention is illustrated in the'accompanying drawings wherein- Fig.1 is an end view, in elevation, of the superstructure vof a railway carprovided with an end wall constructed in accordance with my invention.

Fig. 2 is a sectional plan on line 2-2 of Fig. 1.

Fig. 3 is a side elevation of the end of the car.

Fig. 4 is a vertical Section on line 44-4 of Fig. 1.

Fig. 5 is a fragmentary plan view of the end of the car with the roofboards re-.

moved.

Fig. 6 is a view, 1n perspective, of a portion of one of theintermediate end sheets.

Fig. 7 is a view similar to Fig. 4, illus vtrating a modifiedconstruction in which .maximum strength is obtained for a given.

weight of metal, as mentioned above, and

' Fig. 8 is a diagram to illustrate more` fully the principle ofconstruction of the wall structure shown in Fig. 7,

Like characters of reference designate like parts inthe several figuresof the drawings.

Referring lirstto Figs. 1 to 6 inclusive, which shows the invention asapplied to the construction of a corrugated or ribbed steel end wall fora single sheath box car of common construction (it being understood thatthe invention is not limitedv to this particular type of car), 10designates the side sheathing of the car, 11 the s ide plates, 12 thecenter sills, 13 the side sills, 14 the end sill, 15 the strikingcasting, and 16 the ridge pole of the roof. The end wall is made uppreferably of a corrugated or ribbed vsteel structure providedl with awooden lining. The steel end structure ris 'made un of a plurality ofrelatively narrow, horizontally disposed sections4 (although thesections might run vertically) vwhiclrhave 'their meeting edgesoverlapped and oEset or pressed out to provide' hollow ribs orcorrugations. The structure is preferablyjV composed of an upper sectionof sheet 17, a lower section 18, and a plurality of intermediatesections 19. The

lower edge 20 of-section v18 is riveted to the end sill angle 14. Ashort angle bar 21 intervenes between the outer face of the sheet andthe striking casting 15. rlhe upper edge of the upper section 17 ispreferably bent over on diagonal lines to conform to the slope of theroof and provide i'nturn'ed flanges 22, taking the place of the ordinaryend plate, which are fastened at their eX- tremities by gusset plates 23to the side plates 11. An angle plate 24 on the inside of section 17supports the ridge pole and also the purlins (not shown). rlhe upperedge 25 of the lower sheet 18, the lower edge 260i the upper sheet 17and the upper edges 27 and lower edges 28- of the lntermediate sheetsare formed with offsets, as indicated at 29, (Fig. 6) so that hollowribs or corrugations are formed at the seams or meeting' edges of thesheets which, preferably, terminate within the lateral edges of thesheets. These lateral edges are bent at fright angles to the body `ofthe sheet to .provide flanges 30 for attachment to the sidewall of thecar. The overlapping meet- .ing -edges of the sheets are securedtogether,

vfor-'exan'1ple, by rivets 31. The sheets are also preferably formedwith one or more corrugations or embossments 32 whichl are pressed outat the center portion of each sheet and have preferably flat tops withflat slopingsides and ends as shown. The sections so formed may beeasily pressed on lpresses of comparatively light weight. The stretch ofthe metal is minimized since there is but a single corrugation 'pressedin each sheet so that the danger offrupture `of the plates in pressingis minimized. If desired the corrugations 32 might be omitted whichwould still further facilitate the pressing olf/the sheets. If desiredthe end structure, as above described, might 4be'anchored to the framingof the car by diagonal tie rods 33 A and gussets 34, as wella's by theflanges 30.

The lining consists preferably of vertical lining boards 35 which arelfastened to cleats 36 arranged in the corrugations 32. At the top of thelining boards'is a cross timber 37 in the nature of a nishing strip.

In Figs. 7 and 8 I have shown the arrangements, referred to'inanothervpart of the specification, for making the disposition of the area ofmetal equal on opposite sides of a vertical ane lying midway between thecrests andlholl'ows of the corrugations.

In this construction the end comprises a plurality of sections which areall alike eX- .cept the upper section and lower sections,

the intermediate sections being designated 38, the upper section 39 andlower section 40. The upper section is 4provided with flanges 41constituting the end plate of the car. Each section is shown as providedwith two corrugations,y 42. The number, however, is

immaterial. The intermediateV sections are alternately inverted, onewith respect to the other. As a result thev overlapped edges of thesections are sometimes at the crests 'of the corrugations, as indicatedat 43, and 1n others at the hollows betweenlcorrugations, as indicatedat 44. This is a desirable construction but it is not essential to theprinciple, to be explained, whereby the maximum strength is obtained fora given weight of metal. -This feature depends-upon makingtlie'cormgations formed at the lapping of the sheets or the -hollowsbetween corrugations formed at the lapping of the sheetsnarro-wer thanthe lother c orrugations or hollows `to the :extent of-the overlap, theother corrugations and hollows being ofequalwidth, that is, thedistances between their center lines being equal.

Referring to Fig. 8, u-a represent a plane midway between the crests ofthe corrugations and the'hollows between corruga- .a--z lis the centerline of the corrugationon the other sideof the corrugation through whichline y-fg passes. If the width 'of the overlap be 'represented byv A andthe distance between line fz/-y and z--a by` B,

then the distance between lines /v-fv and should be B minus A. A It willbe understood that this principle of construction is also applicableltoa sheetmetal wall structure in which .the corrugations extend in bothdirections vfrom the plane of the margins of the sheets. In such .A

case the terms corrugations''and hollows between corrugations would bepurely relative terms.

I claim:

l. The/combination with the end framing of a railway car, of a sheetmetal wall strncture for the end'of the car comprising a Iplurality ofsheets having horizontal meeting edges overlapped, and flanged on theirvertical edges for attachment to the car framing, said overlapped edgesbeing offset to form hollow strengthening ribs which merge into thesheets within said flanges, said sheets being also formed with pressedribs between said overlapping edges.

2. The combination with the end framing of a'railway car, of asheetmetal wall structure for the end of the car comprising. a pluralityof sheets having horizontal meeting edges overlapped, and flanged ontheir vertical edges for attachment to thecar framing, said overlappededges being offset to form hollow strengthening ribs which merge intothe sheets within said flanges, said sheets beingfalso formed withpressed ribs between saidv overlapping edges and parallel thereto. v

3. A sheet metal wall structure for a rail-. way car comprising aplurality of overlapping sheets having corrugations pressed therein andhaving their overlapping margins offset to form ribs similar to, but ofless width than said corrugations, whereby the amount of metal in a ribis substantially equal to that in a' corrugation.

4. A sheet metal wall structure for a rail way car comprising'aplurality of overlap-v ping sheets having horizontal, parallel ribspressed therein', and terminating within the sides of the sheet, saidsheets having their overlapping margins offset to yform ribshavmg thesame amount of metal therein as the first named ribs whereby in thecorrugated portlon of the slr" tially the same amount of metal on bothsides of a plane parallel to the wall passing midway through said ribs.

5. A sheet metal end wall for a railway car comprising a plurality ofsheets h-aving one edge, in each case, offset and the opposite edge inthe plane of the body of the sheet, the sheets being arranged with theoffset edge of one sheet overlapped and joined to the offset edge ofanother sheet so as to form strengthening ribs at each alternate jointbetween the sheets.

6; A sheet metal end wall for a railway ear comprising a. plurality ofsheets hay-'ing one edge, in each case, ol'set and the -opposite edge inthe plane of the body of the sheet, the sheets being arranged with theoffset edge of one sheet overlapped and joined to the offset edge ofanother sheet so as to forni strengthening ribs at each alternate jointbetween the sheets,.said sheets being also formed with ribs pressedJfrom the sheet between their edges and parallel to the aforesaid ribs.

7. A sheet metal wall fora'railway car comprising a plurality of sheetshaving their adjacent edges offset from the body of the sheet, thesheets being arrangedavith the offset edge of one shee't overlapped andjoined to the oil'set edge of another sheet, said sheets beingr formedwith a pressed rib between said overlapping edges, a nailing strippositioned within said rib, and a lining in Contact with said nailingstrip.

8. A sheet metal wall-fora railway car comprising a plurality of sheetshaving their adjacent edges offset from the body of the sheet, thesheets being arranged with the offset edgeof one sheet overlapped andjoined to the offset edge of another sheet, said sheets being formedwith a pressed rib between said overlapping edges, a. nailing 'strippositioned within said rib, and a lining in contact with the body ofsaid sheets and said nailing strip.

9. A sheet metal end wall vfor a railway ear comprising a. pair ofsheets having their adjacent' edges flanged, said langes beingrefianged, said Areflanged portions overlappedfand secured together,said flanges decreasing in| height toward the side of the car, wherebythe overlapping of said sheets is increased in width.

l0. A metallic wall for railway cars coinprising' a plurality of plateshaving integral corrugations formed therein, each corrugation having a.substantially flat crest, said plates overlapped and secured together,

'the area of the overlapped portions of said plates being substantiallyequal tothe area of said crest, whereby the neutral axis is retainednear the geometrical axis of said wall.

CHARLES D. BONSALL.

